Chief  Engineer's  Report  of  the  Survey  of  the 
Greenville  &   French  Broad  Railroad 


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CHIEF  ENGINEER'S  REPORT 

Of  the  late  Survey  of  the 


Qreenville  &  French  Broad  Railroad 

FROM  BUTT  MOUNTAIN  GAP  TO  SPARTANBURG. 


Asheville,  July  29,  1874. 

To  tho  President  and  Directors  of  the  Spartan 
burg  and  Asherille.  and  Greenville  and  French 
Broad  Railroad  Companies: 

Gente'kmex  :— -In  compliance  with 
;>,>.\  order  to  survey  the  route  for  your 
road  from  Butt  Mountain  Gap  to 
Spartanburg'  A  party  was  organ- 
ised and  put  in  the  field  On  the  15th 
(if  May. 

Beginning  at  Butt  Mountain  Gap, 
the  line  was  run  as  far  as  the  School 
House  Gap,  near  Mrs.  McMinn's  a 
distance  of  about  two  miles,  nearly 
upon  the  line  of  Major  McCalla'sin 
1859. 

From  the  School  House  Gap  to  the 
Revis  Gap,  beyond  Green  River, 
considerable  deviation  was  made 
from  his  line,  and  as  the  running  was 
unsatisfactory  on  account  of  its  in- 
directness, and  being  anxious  to  reach 
the  more  important  points  of  the  line 
beyond  the  Saluda  Mountain;  I  traced 
Major  McCalla's  old  route,  varying 
but  little  from  it  as  far  as  Howard's 
Gap  in  the  Saluda  Mountain-,  a  dis- 
tance of  twelve  and  a  quarter  miles. 

From  Howard's  Gap  a  line  was  run 
upon  the  southern  face  of  Tryon 
Mountain  to  Thompson's  Gap  at  the 
eastern  end  of  the  mountain,  and 
thence  to  Columbus,  a  distance  of 
five  and  eight  tenth  miles.     Leaving 


Columbus  at  the  terminus  of  Peak 
street,  the  line  crosses  a  prong  of 
White  Oak  Creek,  on  Mr.  Denton's 
farm,  passing  near  the  house,  and 
thence  over  the  spurs  of  Dishroom 
Mountain,  crossing  the  Cowpen  Ridge 
at  the  intersection  of  the  Mill's  Gap 
and  Sandy  Plains  roads,  and  falls 
into  the  Columbus  and  Spartansburg 
road  near  Morrison's  house  on  the 
ridge  leading  to  Jackson's  upper 
bridge  on  North  Pacolet,  and  follow- 
ing the  Spartanburg  road  a  short  dis- 
tance, falls  into  the  old  route  sur- 
veyed by  Major  McCalla  near  Mr. 
Anderson's  house,  from  which  place 
to  Spartanburg  very  little  deviation 
was  made  from  his  line,,  except  at 
New  Prospect  church. 

I  was  induced  to  run  this  line  by 
Major  McCalla's  reommendation, 
made  to  the  Company  in  1859,  of  a 
temporary  track  on  the  south  side  o 
Tryon,  where  he  assumed  that  with  a 
distance  of  six  miles  he  could  over- 
come the  difference  between  How- 
ard's and  Thompson's  Gaps — seven 
hundred  and  six  feet — at  a  cost  of 
ten  thousand  dollars  per  mile,  and  re- 
lieve the  company  of  the  burden  of 
building  the  line  adopted  between 
these  two  points,  which  passes  around 
the    northern   sides    of  Tryon    and 


:i 


Chief  Engineer's  Report. 


White  Oak  Mountains,  a  distance  of 
eleven  and  one  quarter  miles  at  a 
cost  of  seventy  one  thousand  dol- 
lars  per  .mile. 

I  foi|nd  the  difference  in  elevation 
of  the  gaps  seven  hundred  and  six 
feet,  but  the  distance  unfortunately 
was  but  four  and  three  quarter  miles 
requiring  uniform  grade  of  one  hun- 
dred and  twenty  two  feet  per  mile  to 
Oolumbus,  assuming  a  cut  of  about 
sixty  feet  at  Howard's  gap.  The  con- 
sideration of  this  grade  whioh  on  ac- 
count of  the  curvature  of  the  line 
would  have  required  probably  one 
hundred  and  forty  feet  per  mile  upon 
the  straight  portion  of  the  line,  to  al- 
low for  a  proper  reduction  upon  the 
curves,  involving  an  embankment  of 
seventy  feet  on  the  lowest  ground  of 
Thompson's  gap  and  long  approaches, 
and  the  expensive  crossings  at  the 
heads  of  Skyweka  and  Horse  creeks 
and  probably  a  short  tunnel  through 
the  dividing  ridge  between  them,  led 
to  the  examination  of  a  line  plainly 
indicated  by  the  topography  of  the 
country,  presenting  a  hope  of  a  more 
favorable  descent  of  the  Saluda  Moun- 
tain. This  line  as  seen,  passes  How- 
ard's Gap  with  eighteen  feet  cutting 
at  the  summit,  and  turning  to  the 
right  upon  the  slopes  of  the  Warrior 
mountain,  descends  at  the  average 
rate  of  eighty  seven  feet  per  mile, 
to  ;th6  North  Pacolet  River  which  it 
crosses  at  a  distance  of  four  and  a 
quarter  miles  from  the  Gap,  with  the 
grade  sixty  feet  above  the  water. 
From  this  point  turning  to  the  base 
of  Melrose  Mountain  and  leaving  the 
immediate  valley  of  the  Pacolet,  the 
line  descending  at  the  rate  of   eighty 


feet  per  mile  for  five  continuous  miles 
presents  few  features  of  mountain 
work,  and  continuing  three  miles  far- 
ther with  an  undulating  grade  crosses 
the  South  Carolina  line  near  the 
Block  House  and  falls  into  the  How- 
ard's gap  road  at  a  point  half  a  mile 
beyond,  where  terminates  the  North 
Pacolet  division  twelve  and  a  fourth 
miles  in  length. 

The  crossing  of  Vaughn's  Creek  is 
the  most  serious  obstacle  on  this  di- 
vision. By  increasing  the  cut  at 
Howard's  Gap  and  lengthening  the 
line  a  little,  a  low  crossing  of  Pacolet 
may  be  obtained  with  better  curva- 
ture, and  the  grade  from  Howard's 
Gap  reduced  to  eighty  feet.  Such  a 
change,  .which  should  be  made,  in- 
stead of  increasing  the  estimate  of  this 
division  would  reduce  it,  as  the  ra- 
vines would  be  crossed  nearer  their 
heads  decreasing  the  embankment 
which  is  in  excess,  and  throwing  out 
the  high  crossing  of  Pacolet. 

Leaving  the  terminus  of  the  North 
Pacolet  division  the  line  passes  over 
the  summit  of  Bird's  Mountain  with 
a  cut  of  thiry  four  feet,  and  following 
the  Howard's  Gap  Road  for  a  little 
more  than  two  and  a  half  miles,  di- 
verges to  the  right  at  Perry  Davis' 
and  crossing  to  the  left  of  the  road 
at  the  Glade  Old  Field,  continues  on 
that  side  leaving  Dr.  Landrum's 
house  a  quarter  of  a  mile  to  the  right, 
and  crosses  South  Pacolet  at  an  ele- 
vation of  sixteen  feet  above  the  wa- 
ter. Leaving  Pacolet  the  line  is 
still  on  the  left  of  the  Howard's  Gap 
road  until  it  reaches  Motloes  Creek, 
before  crossing  which,  it  passes  to 
the  right   and   crossing  Dean's  mill- 


C-p  3 

Chief  Engineer's  Report. 


3 


pond  touches  the  road  again  nearly  a 
mile  beyond,  whence  diverging  to  the 
right  it  passes  round  Windmill  hill, 
and  does  not  reach  the  Howard's  Gap 
road  until  within  one  fourth  of  a  mile 
of  Calvary  Church,  from  which  point 
to  Mr.  Camps  it  follows  the  road  and 
near  his  house  passes  to  the  right  and 
descends  to  Lawson's  Fork,  crossing 
it  fifteen  feet  above  the  water,  and 
passing  Camp  Branch  nearly  a  mile 
beyond  at  a  height  of  thirty-eight 
feet  above  the  water,  falls  into  the 
Howard's  Gap  road  at  a  point  about 
four  miles  above  Spartanburg,  where 
it  also  connects  with  the-  line  from 
Columbus,  and  continuing  along  the 
Howard's  Gap  road  connects  with  the 
track  of  the  Air  Line  R.  R.  Companyi 
about  one  and  three  quarter  miles 
from  their  depot,  where  terminates 
the  South  Carolina  division,  twenty 
three  and  four  tenth  miles  in  length. 
This  division  as  shown  by  the  esti- 
mates, presents  very  light  work  and 
will  be  improved  on  location. 

A  line  leaving  this  and  following 
the  ridge  to  a  crossing  of  South  Paco- 
let  farther  down  the  stream,  might  be 
shorter  and  give  more  general  facili- 
ties to  the  local  traffic  of  the  country 
adjoining  it,  is  worthy  examination. 

I  present  herewith  an  estimate  for 
grading  of  both  these  lines,  with  the 
cost  also  of  the  whole  line  from  Ashe- 
ville  to  Spartanburg.  This  estimate 
is  for  the  first  class  work  as  shown  by 
the  figures.  The  cost  of  grading  from 
Ashville  to  Butt  Mountain  Gap  was 
ascertained  by  this  party  last  fall.  A 
comparison  of  the  lines  from  Howard's 
Gap  to  Spartanburg  show  the  line  by 
( 'olumbus  to  be  one   and  eight  tenth 


r> 


33^^ 


miles  shorter,  but  costing  thirty  three 
thousand  dollars  more — whilst  its 
grades  are  one  hundred  and  twenty 
two  feet,  and  the  other  eighty  feet 
per  mile. 

I  have  no  hesitation  in  recommend- 
ing the  line  by  Warrior  Mountain  and 
North  Pacolet.  By  putting  in  sub- 
stantial trestles  at  the  various  cross- 
ings where  embankments  and  costly 
masonry  have  been  estimated,  the 
cost  may  be  reduced  over  one  hun- 
dred thousand  dollars.  Reserving  the 
Green  River  division  for  a  future  ex- 
amination, I  assume  Maj.  McCalla's 
estimate  of  it,  deducting  his  probable 
allowance  for  iron.  I  hope  with  other 
grades  to  reduce  his  distance  without 
increasing  our  cost. 

All  the  estimates  have  been  made 
for  a  road  bed  of  sixteen  feet  in  cuts 
and  twelve  feet  on  embankments, 
with  curvature  adapted  to  the  ordin- 
ary guage. 

Should  we  adopt  for  the  present,  a 
narrow  gauge,  the  estimate  for  gra- 
ding will  be  considerably  reduced, 
while  the  difference  in  the  cost  of  iron 
would  save  to  the  company  about 
seventeen  hundred  and  fifty  dollars 
per  mile — or  one  hundred  and  thirty 
five  thousand  six  hundred  dollars,  be- 
sides the  saving  in  cost  of  rolling- 
stock  and  subsequent  operating  ex* 
penses. 

This  survey  of  more  than  one  hun- 
dred miles  of  line,  including  trial  lines, 
was  executed  in  two  months,  and  I 
acknowledge  here  the  faithful  ser- 
vices of  each  member  of  the  party. 
The  immediate  charge  of  the  survey 
was  committed  to  Capt.  R.  M.  Clay- 
ton, to  whom  I  am  indebted   for  the 

Microfilmed 
SOLiNET/ASERL  PROJECT 


Chief  Engineer's  Report ■, 


dispatch  and  efficiency  of  the  work. 
I  acknowledge  here  also  the  Valua- 
ble services  of  Mr.  William  Camp, 
who  freely  gave  us  his  time  and 
knowledge  of  the  country  from  North 
Faeolet  to  Spartanburg,  and  also  on 
the  lower  Imp  by  New  Prospect 
church;  also  the  services  of  Mr.  E. 
Clayton  who  was  with  "the  party  du- 
ring the  whole  survey,  contributing 
to  the  facility  of  our  operations  in  the 
field  and  in  camp,  by  his  acquintance 
with  the  people  and  knowledge  of  the 
country  through  which  we  passed. 

It  is  important  to  secure  the  right 
of  way  for  the  line  before  its  final  lo- 
cation. .  .,  I 

The  estimated  cost  of  grading, 
ready  for  the  track  of  the  entire  line 
iron:  Asheville  to  Spartansburg-. 
adopting  the  North  Pacolet  division 
from  Howard's  Gap  to  the  South 
Carolina  line,  and  using  the  trestles 
recommended  and  assuming  no  re- 
duction of  Major  McCalla's  estimate 
of  the  Green  river  division,  is  eight 
hundred  and  sixty-five  thousand  two 
hundred  and  fifty  nine  dollars. 

Should  the  consolidated  company 
determine  to  grade  at  once  the  S.  C. 
division,  and  should  the  N.  C.  R.  R. 
Company  let  to  contract  their  line 
from  Old  Fort  to  Paint  Rock,  which 
we  earnestly  hope  they  soon  will  do, 
we  can  make  the  subscription  of  Bun- 
combe and  Henderson  counties  avail- 
able for  the  grading  of  the  upper 
French  Broad  division  from  Asheville 
to  Butt  Mountain,  bringing  the  equip- 
ment of  the  line  over  the  W.  N.  C.  R. 
Road,  and   thus  reduce    the   gap  in 


the  Connection  by  rail  with  Spartan1 
burg,  to  a  distance  of  twenty  four 
miles1 — a  gap  that  could  not  long  con- 
front the  earnest  united  efforts  of  the 
friends  of  this  great  enterprise. 

Respectfully  your  obedient  servant, 
T.  Coleman, 
Chief  Engineer,  G.  &  F.  B.  R.  R.  Co. 

ESTIMATE  'OF    LINE    FROM    ASHEV1T.1.;: 

TO  SPARTANBURG,  BY  WAT  OF 

COLUMBUS. 

rPI'EE   TRENCH   BROAD   DIYISION 

Fro:n  Asheville  to  Butt  mountain  gap, 
375_i  miles:  grading,  'bridging  and 
masonry %  160,00(1  00 

Average  cost  per  mile 5. 103  40 

GREEN  RIVER  DIVISION 

From  Butt  mountain  gap  to  Howard 
gap.  12*4  miles;    grading,   masonrv 

and  bridging .' ".  309. 501 )  t  k  i 

Average  cost  per  mile 22,000  Oil 

TRTON   MOUNTAIN   DIVISION" 

From  Howard's  gap  to  Columbus,  6 
miles;  grading,  bridging  and  ma- 
sonry       343.080  00 

Average  cost  per  mile. .     : 57*280  00 

PACOLET  DIVISION 

7rom  Columbus  to  Spartanburg.  2S 
miles:  grading,  masonrv  and  bridg- 
ing...."   *. '. .      238,076  00 

Average  cost  per  mile 8.502  71 


Total §1,000,756  00 


ESTIMATE    OF     COST     FROM    ASHEVIIUK 

TO      SPARTANBURG     BY     WARRIOR 

AND    NORTH    PACOLET    LINE. 

UPPER  FRENCH  BROAD   DIVISION 

From  Asheville  to  Butt  mountain  gap. 
27?4  miles:  grading  bridging  and 
masonry ' $  450,000  09 

Average  cost  per  mile 5. 405  40 

GREEN  RIVER  DIVISION 

From  Butt  mountain  gap  to  Howard's 
gap,  1234  miles;  grading,  masonry 
and  bridging 269.500  no 

Average  cost  per  mile 22.000  00 

NORTH   PACOLET  DIVISION 

From  Howard's  gap  to  Bird's  mountain, 
12>4  miles;  grading,  masonrv  and 
bridging " 458.082  00 

Average  cost  per  mile 39.394  46 

SOUTH  CAROLINA  DIVISION 

From  Bird's  mountain  to  Spartanburg. 
23.4  miles:  grading,  masonry  and 
bridging  ..'. 89,073  00 

Average  cost  per  nine 3,844  57 


Total %  967.545  00 

Amount  deducted  for  substitution  of 
trestles 102.205  00 


Total  cost $  805.280  00 


Henderson  County  Ad  ^erUser  Print. 


UNIVERSITY  OF  N.C.  AT  CHAPEL  HILL 


00042071612 


FOR  USE  ONLY  IN 
THE  NORTH  CAROLINA  COLLECTION 


